Fluid-pressure brake.



No. 845,366. R I PATENTED FEB. 26 1907.. W.x P. A, MACFARLANE. FLUID PRESSURE BRAKE.

APPLICATION FILED MAY 10. 1906.

' ,FARLANE, a citizen of the United States, re-.

UNITED STATES PATENT OFFI E.

WILLIAM P. A. MAOFARLANE, CHICAGO, ILLINOIS,'ASSIGN,OR TO RICHAR j FITZGERALD, OF CHICAGO, ILLINOIS. f v

To all whom it may concern:

Be it known-that I, WILLIAM MAC- siding at Chicago, Cook county, Illinois, have invented certain new and useful Im rove ments in Fluid-Pressure Brakes,'of.wh 1c'h the following is a specification.

My invention relates to fluidressure brakesystemsand to the so-called triple valve thereof; and the object thereof is to provide a triple valve particularly designed for use in long trains having, say, from sixty to one hundred cars. action of the ordinary triple valve is'not sufficiently sensitiveor theserial or consecutive operation sufliciently rapid for the proper braking of the train, with the result that too great an interval of time elapses between the application of the brakes on the first and last cars of the train.

My invention is designed to overcome this. difiiculty and to meet the conditions of present railroadingby providing a triple valve having the required sensitiveness and rapidity in serial action, and to this end I make provision for venting from the train-pipe to the brake-cylinder a predetermined amount of the motive fiuid, hereinafter referred to as compressed air, preliminary to the-admission of auxiliary-reservoir air into the brakeeylinder, so that the action of one triple valve assists the operation of the engineers valve in causing the serial operation or action of the other triple valves, thereby hastening the application of the brakes in service action and at the same time augmenting the brake-cylinder pressure in such action.

I The single figure of the drawing illustrates the present embodiment of my invention, although, as will be obvious from the description hereinafter given, my invention may partake of different embodiments. My invention is shown embodied in a-triple valve of the type in which the service, emergency, and brake-release mechanisms are separate and independent both physically and operatively, and in the present instance the particular triple valve with which my invention is incorporated is the sameas that shown in -my prior patent, N o. 8 19,032, issued to me on April '24, 1906, and consequently I will herein describe in detail only those fea-, tures or parts-which are more or less directly concerned with my present invention, and I Specification of Letters Eatent. Application filed flay 10, 1906.: Serial 1%. 316.167.

In trains of this length the Patented Feb. 26, 1907.

" willdescribe the other parts onlyin a general way. -Moreover, I have marked the correspending parts with the same" reference-figures as in said patent. In general terms and referring to said present'embodiment of my invention, my triple val've comprises tge maineasing or body'portion 1, hav' brake-cylinder connection, (indicated by the letters B 0,) the auxiliary reservoir, (indicated'by the letters A It,) and the train-pipe connection, (indicated by the letters T- P.). The main casing has a top cap-piece 2, a bottom cap-piece 3, and a supplemental casing, (marked 4.) nected to and operates the emergency-valve The emergency-piston 6 is con- 7, which governs in emergency action the venting of the train-pipe air tothe brake-cylinder from the train-pipe passage Qmarked TI) through the passage'13 and through the passage 16, leading transversely through the valve-bod to the brake-cylinder,

The bra e-release mechanism is contained within and below the top cap 2, and, as shown, the movable abutment for. operating the brake release valve 28 is a'diaphragm 19, clamped between the cap-piece and the upper surface of the valve-body. This releasevalve governs the exhaust-port with the vbrake-cylinderpassage 16 and chamber16 by means of the passage 25. When the port is in the relative position illustrated in the drawing, the brake-cylinder is at release, inasmuch as the exhaust to atmosphere is open through the passages and port referred to. The lower side of the diaphragm 19 is exposed to train-pipe pressure though the passage 34, while the upper'side" of such diaphragm is exposed to auxiliary -reservoir pressure, the reservoir being fed from the train-pipe by passing centrally through the diaphragm .past a check-valve 44 and into the upper end or chamber 2 in cap 2, from whence the air-pressure passes downwardly,

pressing upon the'upper pressure area of the diaphragm 19, and thence feeding tothe reservoir through the passages 37 and 38.

The service-valve 48 is actuated and controlled by a diaphragm 20, clamped between the lower surface of'the valve-body and a casing-or cylindrical-block 60, which is interposed between the valve-body and the lower cap 3. This service-valve controls the admission of the reservoir-air from the space above the diaphragm 20 to the port and passage 50, which communicates with the passage 16, extending to the brake-cylinder. (Jonstant communication is had between the auxiliary reservoir andthe space above the diaphragm through the passage 57 extending through the valve-body. The lower side of the diaphragm 20 is exposed to trainpipe pressure entering from the train-pipe passage 13 through a passage 56, passing part way of its length through the valvebody 1 and for the remainder of its length through the block or casing 50, such passage terminating in the space underneath the diaphragm 20.

The triple valve thus far described is a complete and operative structure and is ca pable of use in automatic-air-brake systems or properly and eificie'ntl y braking trains under ordinary conditions and also capable of braking longlength trains as well as or bet-- ter than the ordinary standard triple valve. But for the purpose of improving such triple 'valve and rendering the same more efficient and serviceable for long-length trains to accomplish the objects hereinbefore stated I provide the triple valve with an auxiliary device which is constructed and arranged to vent train-pipe air to the brake-cylinder in service action preliminary to the admission of auxiliary-reservoir air to the brake-cylinder, such auxiliary device being incorporated with or grafted upon my type of triple valve. 'Referring to said auxiliary device, the same 1 comprises a valve 200, which is operatively' connected with and controlled by a movable abutment, which in the present instance is a' diaphragm 201, clamped between the bottom cap 3 and the block or casing 60. This valve 200 is in the form of a piston traveling in the lower-cylindrical portion of a bushing 202, inserted in a central opening in the block and provided with a cross-partition forming a seat 203, on which the valve 200 is designed to seat. This seat or partition has, a crosspassage 204 communicating witlnthe space eneath the diaphragm 20 and adapted to communicate with a port and passage 205, which leads from the surface of the valveseat 203 through the block or casing 60 and part way through the valve-body 1 and into the chamber 16, which is at all times in commumcation with the brake-cylinder. The

upper side of the.diaphragm 201 is in constant communication with the auxiliaryv reservoir through the branch passages 57, communicating with the auxiliary-reservoir passage 57, while the lower side of said diaphragm 201 is at all times in: communication with the train-pipe through the passages 13, 56, and

56 which latter passage extends through the block or casing .60 and into the bottom cap 3. As a matter of preference, though 'not of necessity, a light spring 201 is provided for the purpose of holding the valve 200 seated with a light pressure, particularly when there is no air in the brake system. The upper edge of the bushing 202 is rounded ofi, so as to form a seat 206, upon which the extended gasket 207 is designed to seat or be forced when the diaphragm 20 ismoved downwardly in the application of the brakes, this arrangement being provided for a purpose hereinafter made apparent.

- It will be understood that my attachment or auxiliary device is designedfor action in the service application of the brakes and for the purpose of preliminarily admitting or venting train-pipe air to the brake-cylinder to hasten the serial action of the triple valves in long trains of cars. To this end the arrangement and construction is such that the auxil ia'ry valve 200 ,is moved in advance of the I train-pipe reduction at which the respective valves operate. For instance, if the dia-' phragm 201 moves with a three-pound reduction the other diaphragm 20 will remain quiescent until the train pipe pressure reaches four pounds; but, as will be understood, the difference in the degree of trainpipe pressure required to move the two diaphragms may be varied as desired or required.

Now describing the operation, and assuming that a train-pipe reduction has been made suilipient to move the diaphragm 201,

the movement of this diaphragm will lift or I withdraw the auxiliar seat, with the result t at the train-pipe air which is always present below the diaphragm 20 will instantly be admitted to the brakecylinder through the ports and passages 204 and 205 and chamber 16 and passage 16. As soon as the train-pipe pressure has been reduced both at the engineers valve and at the triple valve in the manner just explained valve 200 from itsto a point or degree which will cause the dia- -phragm 20 to be moved downwardly the service-valve 48 will be lifted or withdrawn from its seat, with the result that the auxiliary-reservoir air will be admitted through the passage 50 to the brake-cylinder through the passages 50 and 16. However, it is necessary to cut off the venting of train-pipe air to the brake-cylinder as soon as the admission of auxiliaryereservoir air has fairly begun, and to this end the valve-seat 206, hereinbefore referred to, is provided, it being understood that the movement of the dia' phra m 20 forces the gasket 207 downward y upon such seat, thereby cutting o'll' the communication between the passage 204 and the train-pipe passage or connection 56. It will be understood that this preliminary venting of the train-pipe air ,to the brake.

cylinder assists in the reduction of the train pipe pressure, so as to facilitatethe serial action of the succeeding triple valves inthecylinder prior to t brake-cylinder prior to the introduction therein of the auxiliaryreservoir pressure. In the present instance the diaphragm 201 is more sensitive than the diaphragm 20, and thus caused to move in advance of the latter by reason of the fact that the diaphragm 20 is more heavily loaded than the other diaphragm, inasmuch'as the port and passage is of greater diameter than the port and passage 204, the load on the service-valve 48 and auxiliary valve 200 being in proportion to the respective diameters or sizes of said two pas-" sages. This preliminary venting of the traininitial application of the brakes in service action, and the brake-cylinder pressure in such action may be increased in graduation by repeated reductions of the train-pipe pres sure until equalization is obtained between the. brake-cylinder and the reservoir. In

releasing the brakes the train-pipe air is re- I osing pressures from the train-pipe and auxiliary reservoir respectively.

2. In a fluid-pressure brake system, the combination wlth a triple valve, of means auxiliary thereto and mdependent thereoffor venting train-pipe pressure to the brakee admission of auxiliary reservoir pressure-thereto in the service applications of the brakes said means being controlled by opposing pressures-from the trainpipe and auxlllary reservoir respectively.

3. In'a fluid-pressure brake system, the combinationwith a triple valve, of means auxiliary thereto and independent thereof for venting train-pipe pressure to the brakecylinder prior to the admission of auxiliaryreservoir pressure thereto in the service applications of the brakes and means for cutting off said venting as soon as the auxiliaryreservoir pressure is admitted said auxiliary means bein controlled by opposing pressures from t 1e train-pipe and auxiliary reservoir, respectively.

4. Ina fluidressure brake system, the combinationwit a triple valve, ofmeans auxiliary thereto for venting train-pipe. pressure to the brake-cylinder in the service applicationsof the brakes, said means being independent of the brake-release and emergency devices of the triple valve and being controlled by opposing pressures from the train-pipe and auxiliary reservoir, respectively.

5. In a fluid-pressure brake system, the

pipe air to the brake-cylinder occurs at the combination with a triple valve, of a valve device auxiliary thereto and independentthereof to vent train-pipe pressure to the brake-cylinder in service action and arranged to open upon a less train-pipe reduction than that requ red to operate the triple valve said valve device being controlled by @opposing pressures from the train-pipe and auxiliary reservoir, respectively.

6 In a fluid-pressure brake system, the combination, with a triple'valve," of a valve device auxiliary thereto and independent thereof to vent train-pipe pressure to the brake-cyli nder in service action and arranged to open upon a less train-pipe reduction than that required to operate t e triplevalve, and

means for closing said valve device when the train-pipe pressure has been reduced. sufiiciently to operate the triple valve saidvalve device being controlled by opposing pressures from the train-pipe and auxIliary-reservoir,

respectively. I

7 In a fluid-pressure brake system, the combination, with a triple valve, of'a valve device 'auxiliarythereto to vent train-p1pe pressure to the brake-cylinder in service ac- I tion, said valve device being loaded'as compared with the service-valve device of'thev triple valve whereby the auxiliary-valve device will be caused to operate in-advance of the other.

8. In a fluid-pressure brake system, the combination of a tri le valve of the type in which the brake-reiiaaSe-valve mechanism, the emergency-valve mechanism and the service-valve mechanism are independent, andmeans auxiliary thereto .for venting trampipepressure to the brake-cylinder in the serviceapplication of the brakes.

9. In a fluid-pressure brake system, the

combination of a triple valve of the type inwhich the brake re ease -valve mechanism, the emergency-valve mechanism and the service-valve mechanism are independent, and

a valve device cooperating with the servicevalve mechanism for venting train-pipe pressure to the brake-cylinder in the service application of the brakes. 1

10. In a fluidressure brake system, the combination, wit a tri le valve, of a movable abutment indepen entthereof and exposed on its opposite sides to train-pipe and auxiliary 4 reservoir pressures respectively,.

. and a valve actuated by said abutment for admitting train-pipe pressure to the brakecylinder prior to the admission, by the triple valve, of auxiliary-reservoir pressure thereto.

11. In a fluidressure brake system, the combination, with a triple valve, of a movable abutment t' idependent thereof and exposed on its opposite sides to train-pipe and auxiliary-reservoir pressures respectively, a valve-seat having ports and passages leading from the train-pipe and to the brake-cylinder, and a valve normally seated on said seat to close said ports and passages, and actuated by the abutment.

12. In a fluidressure brake system, the combination, wit a triple valve, of a mov- "able abutment independent thereof and exposed on its opposite sides to train-pipe and auxiliary-reservoir pressures respectively, and a valve auxiliary to the triple valve for governing a passage from the train-pipe to the brake-cylinder, said triple valve being constructed to interrupt said passage upon the operation of the service-valve mechanism of the triple valve.

13. In a fiuidressure brake system, the combination, wit a triple valve, of a movable abutment exposed on its opposite sides to train-pipe and auxiliary-reservoir pressures respectively, a valve-seat having ports and passages leading from the train-pipe and to the brake-cylinder, and a valve normally seated on said seat to close said ports and passages, and actuated by the abutment, the service-valve mechanism of the triple valve having a movable abutment arranged to close said ports and passages and thereby interrupt said communication between the train-pipe and brake-cylinder when such servlee-valve mechanism has operated to admit auxiliary-reservoir pressure tothe brake-cyllnder.

14. In a fluid-pressure brake'syste'm, the combination, with a triple valve, of a movable abutment exposed on its opposite sides to train-pipe and auxiliary-reservoir pressures respectively, a valve-seat having ports and passages leading from the train-pipe and to'the brake-cylinder, and a valve normally seated on said seat to close said ports and passages, and actuated by the abutment, said service-valve niechanisn having a movable abutment arranged, when operated, to seat upon said seat to interrupt said communication between the train-pipe and brakecylinder when the service-valve mechanism has been operated for service action.

15. In a fluidressure brake system, the combination, wit a triple valve, of a movable abutntent exposed on its opposite sides to train-pipe and auxiliary-reservoir pressures respectively, a valve-seat having ports and passages leading from the train-pipe and to the brake-cylinder, and a valve normally seated on said seat to close said ports and passages, and actuated by the abutment, said service-valve mechanism having a flexible diaphragm for operating the servicevalve and a gasket on one side adapted to be seated on said seat to interrupt said communication between the train-pipe and brakecylinder when the diaphragm moves to admit an auxiliary-reservoir pressure to the brake-cylinder.

16. In a flexible pressure brake system,

the combination with a triple valve provided with service-valve mechanism having a movable abutment exposed on one side to trampipe pressure, of an auxiliary movable abutment exposed on its opposite sides to'trainpipe and auxiliary-reservoir ressures respectively, and a valve actuate by said auxiliary abutment for venting to the brakecylinder the said train-pipe pressure pressing against the-first-named movable abutment.

17-. In a device for actuating fluid-pressure .hraldes adapted to admit auxiliar reservoir type for venting train-pipe pressure to the brake-cylinder in the service applications of the brakes and acting independentlyof the device for admitting auxiliary reservoir pressure to the brake-cylinder, and a movable abutment operating independently of said device and exposed on one side to auxiliary-reservoir pressure and on the other side to train-pipe pressure.

WILLIAM P. A. MACFARLANE.

Witnesses:

S. E.-HIBBEN, LOUIS B. ERWIN. 

